Ship construction



2 Sheets-Sheet '1.

Patented July 13, 1897.V

J. HAUG.

SHIP CONSTRUCTION.

(No Model.)

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J. HAUG.

SHIP CONSTRUCTION. Y No. 586,436. Patented July 13,1897. *r-

UNITED STATES PATENT OFFICE. I

JOHN HAUG, OF NORRISTOXVN, PENNSYLVANIA.

SHIP CONSTRUCTION.

SPECIFICATION forming part of Letters Patent No. 586,436, dated July 13,189'?` Application filed October 9, 1896. Serial No. 68,370. (No model.)

To @ZZ whom t mmf concern.'

Be it known that I, JOHN IIAUG, a citizen of the United States, residingin Norristown, Pennsylvania,haveinvented certain Improvements in ShipConstruction, of which the following is a specification.

My invention relates especially to the construction of vessels intendedfor carrying cargoes in bulk, such as grain, ore, coal, dac., thesevessels being usually constructed with numerous and very wide hatches,in order to facilitate quick handling of the cargo.

By reason of the multiplicity and width of these deck-hatches the vesselis much weakened transversely, especially as in such vessels the usualintermediate decks and most oi' the intermediate beams are also omitted,thereby further reducing the transverse strength. Hence there isconsiderable vibration of the structure when under way, and the generalstrength and cohesion of the structure is endangered by theinsufficiency of transverse connections. In orderto overcome theseobjections, I propose to provide the structure with a series of deepgirder-frames disposed at intervals throughout the length of the saine,and to further modify the usual construction with the purpose ofincreasing the general strength and rigidity of the structure.

In the accompanying drawings, Figure l represents a view, partly in planand partly in sectional plan, of a vessel constructed in accordance withmy invention, the midship portion of the' vessel being removed. Fig. 2is a longitudinal section of the same. Fig. 3

is a partial transverse section, on a larger scale, showing one of thedeep girder-frames. Fig. t is a partial transverse section showingcertain web-frames which are alternated with the deep girder-frames inthe structure, and Fig. 5 is a transverse section through the ordinaryframing of the ship.

The deep girder-frames A are extended completely around the vesselssection and are spaced at suitable intervals longitudinally. Thus, asshown in the drawings, a deep girderframe is alternated with each of thehatches, occupying a position midway between the hatches, although thisarrangement is simply shown as one instance of a construction embodyingmy invention, a greater or less number of these deep girder-frames beingused, as desired.

In the construction shown in the drawings the girders of the doublebottom constitute the lower members of the deep girder-frames, but in avessel with an ordinary single floor deep girders will be carried acrossthe vessel from side to side at the bottom in order to complete thismember of each trame. Owing to the great strength and rigidity of thesedeep girder-frames their employment at appropriate points in thestructure of the vessel very materially stifens and strengthens suchstructure where they are introduced and consequently adds to the generalstrength of the structure to such an extent as to compensate for theweakness due to the number and Width of the hatches employed.

In order to further increase the strength of the hull-frame, I alternatewith the deep gird er-frames web-frames B, of which as many may be usedbetween successive girder-frames as the desired strength of thestructure may suggest, two of these web-frames being shown in thepresent instance between successive girder-frames. The remaining framesC of the vessel are similar to those of ordinary construction.

Extending longitudinally along each side of the vessel and secured toall of the frames of the same are a series of longitudinal stringers D,which serve to connect the various vertical members of the framework, soas to unite 'them' in a homogeneous structure, provide additionallongitudinal strength, and guard against undue local strains, vibration,and other sources of weakness.

To the under side of the deck-frame on each side of the row of hatches I-secure longitudinal shelf-plates F, which are also secured to the uppermembers of the deep girder-frames and serve to longitudinally stiftenthis portion of the structure and counteract the socalled rackingstrains,which,when the vessel is in a Seaway, tend to twist and distortthe decks and upper works of the same.

The deep girder-frames may be composed of channel bars or platesstiftened by angles, suitable gussets a serving to secure these girderstogether at the angles and also to the holdbeams G, and the longitudinalstringers D may be secured to the framework of the ves- IOO sel bysimilar gusset-plates b, While diamond plates d serve to secure certainof the longitudinal stringers to the Web-frames B.

Having thus described my invention, I claim and desire to secure byLetters Patentl. A ship having deep girder-fralnes -eX-l tendingcompletely around its transverse section and spaced at intervalslongitudinally,

nanie to this specification in the presence of 25 substantially asspeciiied.

2. A ship having deep girder-frames ex tending completely around itstransverse sec- I tion at suitable longitudinal intervals, said' deepgirder-frames being. alternated With web-frames and frames of the usualconstruction spaced intermediately of said deep girder-frames,substantially as specified.

8. The combination of the deck-frames with horizontal longitudinalshelf-plates secured to the under sides of said deck-frames, and zoeXtendin g along each side of the row of hatches close to the sides ofthe same, substantially as specified.

In testimony whereof I have signed my tWo subscribing Witnesses.

.lOl-IN HAUG. ldfitnesses:

.I os. H. KLEIN, F. E. BEoHToLD.

